This document provides information for military aviators transitioning to civilian aviation regarding pilot requirements. It discusses medical certification requirements, ensuring appropriate certification for the intended flight, and operational risk management considerations like illness, medication, fatigue, and emotions that could impact safety. Pilots must have a valid medical certificate for their certificate level, appropriate aircraft category and class ratings, and required endorsements for aircraft like complex airplanes or those with high performance engines.

1. Transitioning
into
Civilian
Aviation….
For
the
Military
Aviator
–
A
Go/No
Go
✔
By:
CDR
Abram
‘Tank’
Stroot
NOTE:
This
data
was
gathered
in
2015
for
the
aide
of
my
fellow
military
aviator.
Although
the
author
has
only
seen
minor
changes
in
these
regulations
over
the
previous
decade,
it
remains
the
reader’s
responsibility
to
verify
the
accuracy
of
these
regulations
prior
to
execution
of
any
flight.
Be
SAFE
and
keep
‘em
shiny
side
up!
1. Pilot
Requirements
a. ORM
Considerations:
“I.M.
S.A.F.E”
[Source:
AIM
8-­1-­1]
i. Illness
–
1. Distracting
symptoms
that
impair
judgment,
vision,
memory,
alertness,
and
ability
to
make
calculations.
2. Medication
can
control
illness,
but
can
have
side
effects.
Contact
AME
/
Flight
Doc
for
advice.
ii. Medication
–
FAR’s
prohibit
the
use
of
medications
by
pilots
that
influence
the
faculties
in
any
way
contrary
to
safety.
Don’t
fly
w/
medications
unless
approved
by
an
AME
/
Flight
Doc
or
the
FAA.
iii. Stress
–
leave
life
/
family
stressors
on
the
ground.
iv. Alcohol
/
Drugs–
[Source:
FAR
91.17]
1. Prohibited
to
act
as
a
crewmember
of
a
civil
aircraft:
a. W/in
8
hours
of
consuming
any
alcoholic.
b. While
under
the
influence
of
alcohol.
c. While
using
any
drug
that
affects
the
pilot
in
any
way
contrary
to
safety.
d. While
having
an
alcohol
BAC
of
.04
or
greater.
2. Except
in
an
‘emergency’,
no
PIC
may
allow
a
person
who
appears
to
be
intoxicated
or
under
the
influence
of
drugs
to
be
carried
aboard
an
aircraft.
v.
Fatigue
–
Studies
show
that
being
awake
between
15-­‐18
hours
is
equivalent
to
BAC
of
.08%
(approximates
being
legally
intoxicated
for
DRIVING).
1. CFII/MEI’s
are
restricted
to
no
more
than
8
hours
of
instruction/day.
2. ATP
air
carrier
pilots
are
restricted
to
no
more
than
8
flight
hours
every
24
hours.
vi. Emotion
–
Flight
environment
needs
to
be
free
of
external
emotions.
These
stressors
could
be
caused
from
events
such
as:
divorce,
death
of
a
family
member
/
friend,
or
changes
in
job
expectations.
b. Valid
Medical
Certification
–
Must
have
a
valid
and
appropriate
medical
certificate
for
the
privileges
of
the
pilot
certificate
that
they
will
be
exercising
[Source:
FAR61.23]
i. First
Class
Medical
Certificate
-­‐
1. Required
to
exercise
the
privileges
of
an
ATP
certificate.
2. Expires
/
degrades
to
2cd
Class
Medical
Certificate:
a. Under
age
40:
After
the
12th
calendar
month.
b. Over
age
40:
After
the
6th
calendar
month.
ii. Second
Class
Medical
Certificate
–
1. Required
to
exercise
the
privileges
of
a
Commercial
pilot.
2. Expires
/
degrades
to
3rd
Class
Medical
Certificate:
a. After
12
calendar
months
from
the
date
of
issuance.
iii. Third
Class
Medical
Certificate
–

2. 1. Required
for
a
Private
Pilot
certificate
or
a
CFII/MEI
certificate
when
the
CFII/MEI
is
acting
as
PIC
or
a
required
crewmember.
2. Minimum
Medical
Certificate
required
for
practical
check
rides.
3. Under
age
40
–
After
60
calendars
months
from
the
date
of
issuance.
4. Over
age
40
–
After
24
calendars
months
from
the
date
of
issuance.
iv. Medical
Up
Chit
[Source:
FAR61.23(b)(9)]
1. USN/USAF
Pilots
are
authorized
to
use
their
Up-­‐Chits
for
any
flight
that
does
not
require
higher
than
a
3rd
Class
Medical
Certificate.
2. Restricted
to
a
domestic
flight
within
U.S.
Airspace.
c. Appropriate
Certification:
Appropriate
for
the
aircraft
and
mission
to
be
flown.
Additionally,
if
IFR
flight
to
be
conducted,
holds
a
current
Instrument
certification.
i. Holds
Aircraft
Category
and
Class
Certification(s)
1. Examples:
a.
Commercial
Pilot
–
Airplane
Single-­‐Engine
Land
(ASEL),
a. Air
Transport
Pilot
–
Airplane
Multi-­‐Engine
Land
(AMEL),
b. Private
Pilot
–
Airplane
Single-­‐Engine
Seaplane.
2. IFR
flights
–
Instrument
rating.
3. F/A-­‐18
Aviators
–
Prior
to
flying
an
AMEL
aircraft,
one
will
typically
require
centerline
thrust
limitation
removed.
This
can
be
accomplished
on
the
ATP
AMEL
check
ride.
ii. Required
Endorsements:
Required
prior
to
acting
as
PIC
[Source:
FAR61.31].
1. Complex
Airplane
signoff
-­‐
an
airplane
that
has
a
retractable
landing
gear,
flaps,
and
a
controllable
pitch
propeller;
or
in
the
case
of
a
seaplane,
flaps
and
a
controllable
pitch
propeller.
2. High
Performance
signoff-­‐
an
airplane
with
an
engine
of
MORE
than
200
horsepower
3. Tail
wheel
Endorsement
4. High-­‐Altitude
Endorsement
–
required
for
pressurized
aircraft
capable
of
operating
above
25,000
feet
MSL.
Without
endorsement,
pilot
is
restricted
to
flight
operations
below
FL250.
5. NVG
Endorsement
–
NOT
required
if
pilot
passed
a
US
Armed
Forces
pilot
proficiency
check
on
NVG’s
and
can
present
documentation
(i.e.
NATOPs
Jacket
w/
Signoff
letter).
iii. Type
Rating
Required
[Source:
FAR61.31]
1. Large
Aircraft
(Aircraft
weight
>
12,500
pounds).
2. Turbo-­‐jet
powered
airplanes.
3. Other
a/c
specified
by
the
Administrator
through
a/c
type
certification
procedures.

3. d. Pilot
Currency
Requirements
[Source:
FAR
61.56]
i. Bi-­Annual
Flight
Review
(BFR)
with
logbook
endorsement.
1. Required
within
the
previous
24
calendar
months.
At
a
minimum,
a
BFR
consists
of
at
least
1
hour
of
ground
training
and
1
hour
flight
training.
2. Exceptions:
a. A
person
who
has
passed
a
Pilot
Proficiency
Check
(Private,
Commercial,
CFII/MEI,
or
ATP
check
rides)
for
a
pilot
certificate,
rating,
or
operating
privilege
within
the
previous
24
calendar
months.
*This
includes
USN
NATOPS
/
Instrument
Checks.
b.
A
person
who
has
accomplished
1
or
more
phases
of
the
FAA
sponsored
pilot
proficiency
award
program
(Wings)
within
the
previous
24
calendar
months.
c. CFII/MEI
who
has
satisfactorily
conducted
a
FIRC
under
FAR
61.197
need
not
conduct
the
1
hour
ground
instruction.
e. Recent
Flight
Experience
i. PIC
carrying
passengers
[Source:
FAR61.57(a)(1)]:
1. Within
the
previous
90
days,
PIC
must
have
made
3
Takeoffs
and
3
Landings
a. As
the
sole
manipulator
of
the
flight
controls
(First
Pilot
Time).
b. In
the
same
Category,
Class,
and
Type
(if
a
Type
is
required).
*i.e.
3
T&Gs
in
a
Airplane
Single
Engine
Land
does
not
equal
currency
in
a
Airplane
Multi-­‐Engine
Land.
2. NIGHT
TIME
PIC
–
3
T/O
and
3
LNDs
made
to
a
Full
Stop.
ii. For
IFR
Flights
–
Instrument
Experience
requirements
[FAR61.57(c)]:
1. Within
the
preceding
6
calendar
months:
a. Performed
and
LOGGED
the
following
in
the
same
CATEGORY
under
ACTUAL
or
*SIMULATED
flight
conditions.
(*Requires
an
appropriately
rated
Safety
Pilot
OR
CFII/MEI
logbook
endorsement):
i. SIX
Instrument
Approaches.
ii. Holding
procedures
and
tasks.
iii. Intercepting
and
tracking
courses
through
the
use
of
navigational
electronic
systems.
2. If
PIC
fails
to
meet
the
IFR
Currency
requirements
for
greater
than
6
calendar
months,
then
they
may
reestablish
Instrument
Currency
by
executing
a
Instrument
Proficiency
Check
(IPC)
[FAR61.57(d)].

4. 2. Aircraft
Requirements
a. Required
Documentation
[FAR91.203].
-­‐
“A.R.R.O.W.”
–
Must
be
onboard
aircraft.
i. Airworthiness
Certificate
–
Must
be
‘displayed’
at
the
cabin
or
cockpit
entrance
so
that
it
is
legible
to
passengers
and
crew.
ii. Registration
–
Issued
to
the
Owner,
copy
must
be
kept
onboard.
iii. Radio
License
–
Not
required
for
flights
WITHIN
CONUS;
otherwise
needed
for
both
aircraft
and
the
PIC
must
have
his/her
FCC
Restricted
Radiotelephone
Operator
Permit.
iv. Operating
Manual
–
Aircraft
Flight
Manual
/
Pilot’s
Operating
Handbook
(AFM/POH)
for
the
T/M/S
aircraft
on
board.
Specifically
the
operating
limitations
[FAR91.9].
Additionally,
any
major
repair
or
addition
done
on
the
airplane
must
be
entered
in
the
AFM
[FAR
43.5]
for
its
return
to
service.
v. Weight
and
Balance
Data
[FAR91.103
(b)(2)]
–
Weight
and
Balance
sheet
specific
to
that
exact
aircraft.
Additionally,
weight
and
balance
calculations
for
the
specific
flight
to
be
undertaken.
b. Inspection
Requirements
[FAR91.409]
i. Annual
Inspection
–
required
within
the
previous
12
calendar
months
to
be
conducted
by
an
approved
Inspection
Authorization
(IA)
A&P
mechanic.
Return
to
service
signoffs
must
be
entered
in
the
aircraft’s
Engine,
Airframe,
and
Propeller
logbooks.
Ferry
permits
are
required
to
fly
an
aircraft
that
is
out
of
annual
and
are
authorized
by
the
local
FSDO
for
purposes
of
transporting
the
aircraft
to
an
airport
to
conduct
the
annual
inspection.
ii. 100
Hour
Inspection*
–
ONLY
required
for
aircraft:
1. That
carry
any
person
(other
than
crewmember)
for
hire;
or
2. That
are
utilized
by
any
person
giving
flight
instruction
for
hire.
*
100
Hour
limit
may
be
exceeded
by
10
hours
for
the
purposes
of
flying
the
airplane
to
a
place
where
the
inspection
can
be
done.
Excess
time
must
be
included
in
computing
the
next
100-­‐hour
time
limit.
iii. Progressive
Inspection
–
Optional
-­‐
In
lieu
of
annual
/
100
hour
inspections.
Minimizes
Maintenance
(MX)
downtime
by
conducting
more
frequent
(lower
hour)
interval
inspections.
Common
example
is
the
25-­‐hour
inspection
–
breaks
the
100-­‐hour
down
in
to
4
phases
and
accomplishes
the
entire
100-­‐
hour
inspection
by
the
end
of
the
4th
phase.
iv. Items
Checked
during
Inspections
–
1. Altimeter
&
Transponder
[FAR91.411
/
.413]–
Pitot-­‐static
system,
altimeter,
and
Mode-­‐C
transponder
must
have
been
inspected
within
the
previous
24
calendar
months
for
IFR
flights
in
controlled
airspace.
2. Emergency
Locator
Beacon
[FAR91.207]
-­‐
Required
to
be
inspected
every
12
calendar
months
–
typically
done
at
annual.
v. IFR
Flights
1. IFR
GPS
approved
aircraft.
In
order
to
file
an
IFR
flight
plan
with
an
equipment
code
of
‘/G’,
PIC
must
ensure
the
GPS
database
has
not
expired.
2. VOR
Equipment
Checks
[FAR91.171].
If
VOR
equipment
is
to
be
utilized
for
navigation,
it
has
been
operationally
tested
within
the
previous
30
days
and
found
to
be
within
limits.
PIC
must
enter
date,

5. place,
error,
and
his/her
signature
in
the
appropriate
logbook
or
record.
a. VOR
Test
Signal
(VOT)
-­‐
+
4
degrees.
Center
up180
‘TO’
Indication
or
360
with
a
‘From’
Indication.
b. Airborne
Checkpoint
-­‐
+
6
degrees
from
defined
radial
over
checkpoint.
c. DUAL
VOR
Check
-­‐
+
4
degrees
permissible
error
between
dual
VOR
equipment.
c. Required
Operational
Equipment
[Source:
FAR
91.205]:
i. DAY
VFR
–
“T.O.M.A.T.O
F.F.L.A.A.M.E.S.S.”
1. Tachometer
for
each
engine
2. Oil
Pressure
gauge
for
each
engine.
3. Manifold
Pressure
gauge
for
each
altitude
engine.
4. Airspeed
Indicator.
5. Temperature
gauge
for
each
liquid
cooled
engine.
6. Oil
temperature
gauge
for
each
air-­‐cooled
engine.
7. Fuel
gauge
indicating
the
quantity
of
fuel
in
each
tank.
8. Flotation
gear
for
a/c
for
hire
over
water
and
beyond
gliding
distance
to
shore.
9. Landing
Gear
position
indicator
for
retractable
gear
aircraft.
10.Altimeter
11.Anti-­‐collision
light
(Aviation
red
or
white)
required
for
a/c
after
March
1996.
12.Magnetic
direction
indicator
(Magnetic
compass).
13.ELT
14.Safety
belt
for
each
occupant
2
years
of
age
or
older.
15.Shoulder
Harness
for
each
front
seat
in
those
a/c
built
after
July
1978.
ii. Night
VFR
–
“F.L.A.P.S.”
*All
Day
VFR
equipment
PLUS:
1. Fuses
–
One
spare
set
of
fuses
OR
3
fuses
of
each
kind.
2. Landing
light
for
aircraft
that
are
operated
for
hire.
3. Anti-­‐collision
Light
(Aviation
Red
or
White)
required
for
a/c
after
August
1971.
4. Position
Lights
5. Source
–
Adequate
source
of
electrical
energy
for
all
installed
electrical
and
radio
equipment.
iii. IFR
Equipment
–
“4G’s
In
C.A.R.”
*All
Day/Night
VFR
equipment
PLUS:
1. Gyro
–
Turn
Indicator
2. Gyro
–
Attitude
Indicator
(Pitch
and
Bank
Indicator)
3. Gyro
-­‐
Directional
Gyro
/
Heading
Indicator
/
HSI
4. Generator
or
alternator
of
adequate
capacity.
5. Inclinometer
–
(i.e.
Slip
and
Skid
indicator
or
‘Ball’)
6. Clock
–
displaying
hours
/
minutes
/
seconds.
7. Altimeter
(sensitive)
–
One
which
is
adjustable
for
barometric
pressure
[Kollsman
Window]
8. Radio
(2-­‐Way)
communication
and
navigation
equipment
suitable
for
route
to
be
flown.

6.
iv. Minimum
Equipment
Lists
(MEL’s)
–
[Source:
FAR91.213]
1. No
person
may
takeoff
with
inoperative
equipment
unless:
a. An
approved
MEL
exists
w/
a
Letter
of
Authorization
(LOA)
from
the
local
FSDO
authorizing
its
use
AND
the
MEL
approves
operation
with
the
inoperative
equipment.
*Constitutes
a
supplemental
type
certificate
for
the
aircraft.
2. MEL’s
not
required
for:
a. Non-­‐turbine
powered
airplanes
for
which
a
MEL
was
not
been
developed.
b. Non-­‐turbine
powered
airplanes
for
which
a
MEL
has
been
developed,
but
equipment
does
not
fall
out
w/in
the
Day/NT/IFR
required
equipment
lists
above.
3. Inoperative
equipment
must
be:
a. Removed
or
deactivated
and
placarded
INOP.
b. PIC
must
determine
that
the
inoperative
equipment
does
not
constitute
a
hazard
to
the
aircraft.
v. Flights
at
or
Above
FL240
[FAR91.205(e)]
–
IF
VOR
equipment
is
required
for
navigation,
DME
is
required
to
be
installed
and
operational.
3. Civilian
Flight
Planning
for
Military
Aviators
a. Fuel
Requirements:
(Consider
wind
and
forecast
conditions
at
normal
cruise
TAS)
i. DAY
VFR
(91.151)–
Departure
to
Destination
plus
at
least
30
minutes
thereafter.
ii. NT
VFR
(91.151)–
-­‐
Departure
to
Destination
plus
at
least
45
minutes
thereafter.
iii. IFR
(91.167)–
Fly
from
Departure
to
Destination
to
Alternate
airport
(if
required)
plus
at
least
45
minutes
thereafter
at
normal
cruise
TAS.
b. IFR
Alternate
Airport
-­
Filing
Requirements:
(FAR
91.167)–
i. +
1
Hour
of
ETA
at
destination
airport,
IF
weather
is
>
than
2,000
feet
AGL
and
>
3
statute
miles
visibility,
NO
ALTERNATE
IS
REQUIRED
[1-­2-­3
Rule].
ii. If
an
Alternate
is
required,
weather
at
the
alternate
airport
at
the
ETA
must
be
the
alternate
airport
minimum
published
for
that
airport
(if
available).
If
no
minima
has
been
established
–
weather
must
be
at
least
the
following:
1. Precision
Approach:
>
600
Ft
AGL
/
>
2
s.m.
visibility.
2. Non-­‐Precision
Approach:
>
800
Ft
AGL
/
>
2
s.m.
visibility.
c. IFR
Takeoff
Weather
Minimum
[FAR91.175(f)]
–
For
flights
conducted
under
FAR
part
91,
no
takeoff
minimums
are
prescribed
(i.e.
PIC
can
takeoff
in
Zero/Zero).
i. FAR
Part
121/135
1. Takeoff
weather
minimum
prescribed
under
FAR
part
97
(Approach
Plate),
or
if
no
weather
minima
has
been
prescribed
–
a. 2
Engines
or
Less
–
1
statute
mile
visibility
b. 3
+
Engines
–
½
statute
mile
visibility

7.
d. Preflight
Action
[FAR91.103]
i. PIC
must
become
familiar
with
all
available
information,
including:
1. Delays
–
Any
known
traffic
delays
–
plan
accordingly…
2. Weather
–
Reports
and
forecasts.
3. Alternate
Airport
availability.
4. Runway
requirements
at
all
airports
of
intended
use.
Includes
verifying
performance
data
pertinent
to
flight
and
W&B
data.
5. Fuel
Requirements.
ii. Passenger
Briefing
[FAR91.107]
1. PIC
must
ensure
each
PAX
is
briefed
on
how
to
fasten
and
unfasten
one’s
safety
belt
and
shoulder
harness
(if
required)
a. Must
be
on
during
taxi,
takeoff,
and
landing.
b. PIC
must
maintain
safety
belt
during
entire
flight
–
may
remove
shoulder
harness
(except
taxi,
takeoff,
and
landing).
e. IFR
Reporting
Requirements
i. At
All
Times
[FAR91.183
/
AIM
5-­3-­3]
–
“A
Very
Cool
Man
Tips
His
Hat
Every
Flight”.
1. Altitude
–
When
vacating
any
previously
assigned
altitude
or
FL.
2. VFR
on
Top
–
When
an
altitude
change
will
be
made
for
a
VFR
on
Top
clearance.
3. Climb/Descend
–
When
unable
to
climb/descend
+500
FPM.
4. Missed
Approach
5. TAS
change
of
5%
or
10
knots
–
whichever
is
>.
6. Holding
Fix
arrival
–
Report
time
and
altitude
upon
arrival.
7. Holding
Departure
–
Report
when
departing
a
holding
fix.
8. ETA
is
in
error
by
>
3
minutes.
9. FAF
inbound.
ii. Malfunction
Reports
–
Operation
under
IFR
in
controlled
Airspace
[91.187].
1. PIC
must
report
as
soon
as
practical
any
malfunction
of
Communication,
Approach,
or
Navigation
equipment
as
well
as
the
degradation
of
their
ability
to
operate
under
IFR
in
the
ATC
system.